CN115339425B - Brake device, brake adjustment method, and vehicle - Google Patents

Brake device, brake adjustment method, and vehicle Download PDF

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Publication number
CN115339425B
CN115339425B CN202210991548.1A CN202210991548A CN115339425B CN 115339425 B CN115339425 B CN 115339425B CN 202210991548 A CN202210991548 A CN 202210991548A CN 115339425 B CN115339425 B CN 115339425B
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CN
China
Prior art keywords
brake
pedal
solenoid valve
push rod
valve
Prior art date
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Active
Application number
CN202210991548.1A
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Chinese (zh)
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CN115339425A (en
Inventor
吴军
高鸣晓
张伦维
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Application filed by Zhejiang Geely Holding Group Co Ltd, Geely Automobile Research Institute Ningbo Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN202210991548.1A priority Critical patent/CN115339425B/en
Publication of CN115339425A publication Critical patent/CN115339425A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors

Abstract

The application discloses a braking device, a braking adjustment method and a vehicle. The braking device comprises a braking pedal, a braking master cylinder, an adjusting component and a pedal simulator, wherein the braking master cylinder comprises a shell and a push rod connected with the braking pedal, the push rod is movably arranged in the shell and forms a cavity with the shell, the adjusting component is respectively communicated with the cavity and the pedal simulator, and the adjusting component is used for adjusting the proportional relation between the thrust of the braking pedal and the stroke of the pedal simulator according to a control signal. Therefore, the adjusting component is controlled according to control signals generated by selecting different brake pedal sensing modes by a user, so that the stroke of the pedal simulator and the push rod force relation curve of the brake pedal are automatically adjusted, the adjusting range of the brake pedal sensing is enlarged, the purpose of setting different pedal sensing for different groups is achieved, and the driving experience of the user is improved.

Description

Brake device, brake adjustment method, and vehicle
Technical Field
The application relates to the technical field of vehicle braking, in particular to a braking device, a braking adjusting method and a vehicle.
Background
At present, the push rod stroke and push rod force of a brake pedal feel simulator of a brake-by-wire hydraulic brake control unit (onebox) are fixed relation curves, automatic adjustment cannot be realized, and if the relation curves of the push rod stroke and the push rod force of the brake pedal feel simulator need to be adjusted, an elastic element in the simulator needs to be replaced. In the pedal feel matching process, the relation curve between the stroke of the push rod of the simulator and the pump liquid amount can be regulated only through the hydraulic pump, the regulation of the relation curve between the stroke of the brake pedal and the brake deceleration is realized, the differential regulation range of the brake pedal feel is smaller, and the differential is not obvious.
Disclosure of Invention
The application provides a braking device, a braking adjustment method and a vehicle.
The braking device of the embodiment of the application comprises a braking pedal, a braking master cylinder, an adjusting component and a pedal simulator, wherein the braking master cylinder comprises a shell and a push rod connected with the braking pedal, the push rod is movably arranged in the shell and forms a cavity with the shell,
the adjusting component is respectively communicated with the cavity and the pedal simulator;
the adjusting component is used for adjusting the proportional relation between the thrust of the brake pedal and the stroke of the pedal simulator according to the control signal.
Therefore, the adjusting component is controlled according to control signals generated by selecting different brake pedal sensing modes by a user, so that the stroke of the pedal simulator and the push rod force relation curve of the brake pedal are automatically adjusted, the adjusting range of the brake pedal sensing is enlarged, the purpose of setting different pedal sensing for different groups is achieved, and the driving experience of the user is improved.
In certain embodiments, the adjustment assembly comprises:
an electromagnet;
the valve body is positioned on the electromagnet, an accommodating space is formed between the valve body and the electromagnet, the valve body comprises a first channel and a second channel which are communicated with the accommodating space, the first channel is communicated with the cavity, and the second channel is communicated with the pedal simulator;
the elastic adjusting piece is positioned in the accommodating space and respectively abuts against the electromagnet and the first channel.
In certain embodiments, the elastic adjustment member comprises:
an electromagnetic push rod which is propped against the electromagnet;
the cone is pressed against the first channel;
and the elastic connecting piece is respectively connected with the electromagnetic push rod and the cone.
In certain embodiments, the braking device further comprises:
the first pipeline is respectively connected with the cavity and the adjusting component;
the first electromagnetic valve is arranged on the first pipeline.
In certain embodiments, the braking device further comprises:
the first brake is used for realizing vehicle braking according to the stroke of the push rod;
the second pipeline is respectively connected with the cavity and the first brake;
the second electromagnetic valve is arranged on the second pipeline;
the second solenoid valve is opened with the first solenoid valve closed, or the second solenoid valve is closed with the first solenoid valve open.
In certain embodiments, the braking device further comprises:
the second brake is used for realizing vehicle braking according to the stroke of the push rod;
the third pipeline is respectively connected with the cavity and the second brake;
the third electromagnetic valve is arranged on the third pipeline;
the third solenoid valve is opened with the first solenoid valve closed, or is closed with the first solenoid valve open.
In certain embodiments, the first solenoid valve is a normally open solenoid valve, and the second solenoid valve and the third solenoid valve are normally closed solenoid valves.
In certain embodiments, the regulating assembly comprises one of an electro-hydraulic servo valve or an electro-hydraulic proportional valve.
The vehicle of the embodiment of the application comprises the braking device.
The embodiment of the application provides a brake adjusting method for the braking device, wherein the braking device is provided with a plurality of brake pedal feel modes in advance, and the brake adjusting method comprises the following steps:
acquiring a current brake pedal feel mode;
determining a target pedal force corresponding to the brake pedal travel expected value according to the current brake pedal feel mode;
determining a target pressure corresponding to the target pedal force;
generating a control signal according to the actual pressure of the cavity and the target pressure;
and controlling the adjusting component according to the control signal to adjust the proportional relation between the thrust of the brake pedal and the stroke of the pedal simulator.
Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
fig. 1 is a schematic structural view of a brake device according to an embodiment of the present application;
FIG. 2 is a further schematic structural view of a brake device according to an embodiment of the present application;
FIG. 3 is a schematic structural view of an adjustment assembly according to an embodiment of the present application;
fig. 4 is a flowchart of a brake adjusting method of an embodiment of the present application.
Description of main reference numerals:
the brake device 100, the brake pedal 110, the master cylinder 120, the housing 121, the push rod 122, the chamber 123, the adjustment assembly 130, the electromagnet 131, the valve body 132, the first passage 132a, the second passage 132b, the accommodation space 132c, the elastic adjustment member 133, the electromagnetic push rod 133a, the cone 133b, the elastic connection member 133c, the pedal simulator 140, the first pipe 150, the first solenoid valve 160, the first brake 170, the second pipe 180, the second solenoid valve 190, the second brake 200, the third pipe 210, the third solenoid valve 220, the hydraulic pump 230, and the check valve 240.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
In this application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by way of additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
The following disclosure provides many different embodiments or examples for implementing different structures of the present application. In order to simplify the disclosure of the present application, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not in themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the application of other processes and/or the use of other materials.
The braking device is an indispensable part of a vehicle, the braking device provides safety guarantee for the vehicle, brake sensing information obtained when a driver presses a brake pedal is very important in the braking process, and as different requirements exist on the brake pedal feel by each person, for example, the height, the weight, the sex, the age and the like of users of the same vehicle type, different requirements on the brake pedal feel exist, for example, a man with the height of 180cm and the weight of 100kg and a woman with the height of 155cm and the weight of 45kg are different on the same pedal force feel, so that after the vehicle is marketed, the same vehicle has complained that the brake is too sensitive and the braking force is insufficient in the investigation process of the brake pedal feel.
Therefore, how to increase the adjustment range of the brake pedal feel to meet the driving experience of different people and realize setting of different pedal feel for different groups becomes a problem to be solved urgently.
In view of this, referring to fig. 1-3 together, the embodiment of the present application provides a brake device 100, where the brake device 100 is applied to a vehicle 1000, the brake device 100 includes a brake pedal 110, a brake master cylinder 120, an adjusting component 130 and a pedal simulator 140, the brake master cylinder 120 includes a housing 121 and a push rod 122, the push rod 122 is movably disposed in the housing 121 and connected to the brake pedal 110, the push rod 122 and the housing 121 form a cavity 123, the adjusting component 130 is respectively communicated with the cavity 123 and the pedal simulator 140, and the adjusting component 130 is used for adjusting a proportional relationship between a thrust of the brake pedal 110 and a stroke of the pedal simulator 140 according to a control signal.
Specifically, the brake pedal 110 is located at one side of the brake master cylinder 120, and the brake master cylinder 120 includes a housing 121 and a push rod 122, wherein the push rod 122 is movably disposed in the housing 121 and at least partially extends out of the housing 121, and is connected to the brake pedal 110, and the push rod 122 and the housing 121 together form a closed cavity 123. The casing 121 is provided with a connection port, and the casing 121 can be connected with the adjusting assembly 130 through the connection port, so that the cavity 123 is communicated with the adjusting assembly 130.
The brake device 100 further includes a brake fluid, the chamber 123 may be filled with the brake fluid, and the brake fluid in the chamber 123 may flow to the adjusting assembly 130 through the connection port. For example, when the driver depresses the brake pedal 110 and applies a force to the brake pedal 110, the brake pedal 110 can drive the push rod 122 to move, and the push rod 122 applies a force to the brake fluid in the cavity 123, so that the brake fluid flows to the adjusting assembly 130 through the connection port, enters the pedal simulator 140 through the adjusting assembly 130, and the brake fluid transmits the force to the pedal simulator 140 to cause the pedal simulator 140 to generate a stroke.
The adjusting assembly 130 is respectively connected with the brake master cylinder 120 and the pedal simulator 140, and the pedal simulator 140 generates a stroke under the action of pressure, so that the brake pedal 110 generates the same stroke, and under the condition that the thrust of the brake pedal 110 is the same, various brake pedal senses can be provided for a user by adjusting the pressure at the pedal simulator 140. The adjusting assembly 130 is used for adjusting the proportional relationship between the thrust of the brake pedal 110 and the stroke of the pedal simulator 140 according to the control signal. The control signal may be an electromagnetic signal, a current signal, or a voltage signal, for example, when the control signal is a current signal, the proportional relationship between the thrust of the brake pedal 110 and the stroke of the pedal simulator 140 may be adjusted according to the magnitude of the adjusting current, and the smaller the current, the larger the stroke of the pedal simulator 140 is. The brake device 100 may include a plurality of brake pedal feel modes such as a motion pedal feel mode, a standard pedal feel mode, and a comfort pedal feel mode, each of which corresponds to a different energizing current, the energizing current being a when the motion pedal feel mode is selected, the energizing current being B when the standard pedal feel mode is selected, the energizing current being C when the comfort pedal feel mode is selected, a > B > C, and the user being able to select according to his own needs.
In this way, the adjusting component 130 is controlled according to the energizing current generated by the user selecting different brake pedal feel modes, so that the automatic adjustment of the stroke of the pedal simulator 140 and the push rod force relation curve of the brake pedal 110 is realized, the adjusting range of the brake pedal feel is enlarged, the purpose of setting different pedal feel for different groups is realized, and the driving experience of the user is improved.
In certain embodiments, the adjustment assembly 130 comprises one of an electro-hydraulic servo valve or an electro-hydraulic proportional valve. For example, in some examples, the adjustment assembly 130 may be an electro-hydraulic servo valve, and for example, in some examples, the adjustment assembly 130 may be an electro-hydraulic proportional valve.
As will be understood by those skilled in the art, a solenoid proportional valve refers to an element that produces a corresponding action based on an energized current, thereby completing a pressure output proportional to the energized current. The electrohydraulic servo valve is a hydraulic control valve which correspondingly outputs the modulated pressure after receiving the analog electric signal, and has the advantages of quick dynamic response, high control precision, long service life and the like.
Referring to fig. 2 and 3, in some embodiments, the adjustment assembly 130 includes an electromagnet 131, a valve body 132, and a resilient adjustment member 133. The valve body 132 is located on the electromagnet 131, the valve body 132 and the electromagnet 131 are formed with an accommodation space 132c, the valve body 132 includes a first passage 132a and a second passage 132b communicating with the accommodation space 132c, the first passage 132a communicates with the chamber 123, and the second passage 132b communicates with the pedal simulator 140. The elastic regulating member 133 is located in the accommodation space 132c and is pressed against the electromagnet 131 and the first passage 132a, respectively.
In the present embodiment, the adjustment unit 130 may be an electromagnetic proportional valve, that is, in the present embodiment, the proportional relationship between the thrust force of the brake pedal 110 and the stroke of the pedal simulator 140 is adjusted according to the control signal by the electromagnetic proportional valve.
The electromagnet 131 is used for adjusting the pretightening force of the elastic adjusting piece 133 according to a control signal, under the action of the pretightening force, the elastic adjusting piece 133 is propped against the first channel 132a, so that the first channel 132a is separated from the accommodating space 132c, when the brake pedal 110 provides thrust for the push rod 122, the brake fluid transmits the thrust to the elastic adjusting piece 133, the thrust overcomes the pretightening force to enable the elastic adjusting piece 133 to elastically deform, so that part of the first channel 132a is opened, a circulation port for the brake fluid to circulate is formed, the first channel 132a is communicated with the accommodating space 132c, the size of the circulation port depends on the thrust and the pretightening force, under the condition that the pretightening force is unchanged, the larger the thrust is, the larger the circulation port is, and under the condition that the thrust is unchanged, the pretightening force is larger, and the smaller the circulation port is.
After the brake fluid passes through the accommodation space 132c from the fluid port, the brake fluid enters the pedal simulator 140 through the second passage 132b, and the brake fluid presses the pedal simulator 140, so that the pedal simulator 140 generates a stroke. It will be appreciated that, from the hydraulic principle, the smaller the flow port, the smaller the stroke generated by the pedal simulator 140, with the same pedal thrust.
In this way, the pretightening force of the elastic adjusting member 133 can be adjusted by adjusting the energizing current of the electromagnet 131, and the magnitude of the flow port of the brake fluid is controlled, so that the proportional relationship between the thrust force of the brake pedal 110 and the stroke of the pedal simulator 140 is changed.
In some embodiments, the regulating assembly 130 may be an electro-hydraulic servo valve, which, as will be appreciated by those skilled in the art, is a hydraulic control valve that may modulate the corresponding output pressure based on the received control signal.
In this manner, in the case where the adjustment assembly 130 is an electro-hydraulic servo valve, by adjusting the energizing current of the adjustment assembly 130, the output pressure to the pedal simulator 140 can be changed, thereby changing the proportional relationship of the thrust force of the brake pedal 110 and the stroke of the pedal simulator 140.
Referring to fig. 3, in some embodiments, the elastic adjustment member 133 includes an electromagnetic push rod 133a, a cone 133b, and an elastic connection member 133c. The electromagnetic push rod 133a is pressed against the electromagnet 131, the cone 133b is pressed against the first channel 132a, and the elastic connection piece 133c is connected with the electromagnetic push rod 133a and the cone 133b respectively.
Specifically, the elastic connection member 133c may be a spring or other object with elastic potential energy, the elastic connection member 133c connects the electromagnetic push rod 133a and the cone 133b, the tip of the cone 133b faces the first channel 132a, the cone 133b abuts against the first channel 132a, and when the brake pedal 110 has no pushing force or less than a preset pushing force, the cone 133b partially enters the first channel 132a, so as to prevent the first channel 132a from communicating with the accommodating space 132 c. The larger the pushing force of the brake pedal 110 is, the larger the elastic deformation of the elastic connection member 133c is due to the pushing of the brake fluid, the larger the flow port of the first passage is, and the larger the stroke of the pedal simulator 140 is, under the same energizing current. When the thrust force of the brake pedal 110 is not changed, the larger the energizing current is, the smaller the elastic deformation of the elastic connection member 133c is, and the smaller the flow port of the first passage is, the smaller the stroke of the pedal simulator 140 is.
In this way, the magnitude of the elastic deformation of the elastic connection member 133c can be controlled by controlling the energizing current, thereby adjusting the proportional relationship between the thrust force of the brake pedal 110 and the stroke of the pedal simulator 140.
Referring to fig. 2, in some embodiments, the brake apparatus 100 further includes a first conduit 150 and a first solenoid valve 160. The first pipe 150 connects the cavity 123 and the adjustment assembly 130, respectively. The first solenoid valve 160 is disposed in the first pipe 150.
Specifically, in certain embodiments, the brake apparatus 100 further includes a check valve 240. The check valve 240 connects the master cylinder 120 and the pedal simulator 140, and the check valve 240 is used to circulate brake fluid, for example, when the driver lifts the brake pedal 110, the push rod 122 and the pedal simulator 140 generate a return stroke, and the brake fluid flows back from the pedal simulator 140 to the master cylinder 120 through the check valve 240. It should be appreciated that the check valve 240 controls the one-way return of brake fluid, which cannot enter the pedal simulator 140 through the check valve 240 in the event that the brake pedal 110 is depressed.
The first pipe 150 is connected to the cavity 123 and the adjusting assembly 130, respectively, and the first pipe 150 is used for circulating brake fluid, so that the brake fluid enters the adjusting assembly 130 from the brake master cylinder 120. The first solenoid valve 160 is used to control the opening and closing of the first duct 150.
In this way, the first pipe 150 is provided to allow the brake fluid to flow out of the master cylinder 120, and the check valve 240 is provided to allow the brake fluid to flow into the master cylinder 120, thereby realizing the flow cycle of the brake fluid.
Referring to fig. 2, in some embodiments, the brake apparatus 100 further includes a first brake 170, a second pipe 180, and a second solenoid valve 190. The first brake 170 is used for braking the vehicle 1000 according to the stroke of the push rod 122, the second pipeline 180 is respectively connected with the cavity 123 and the first brake 170, and the second electromagnetic valve 190 is arranged on the second pipeline 180. The second solenoid valve 190 is opened with the first solenoid valve 160 closed, or the second solenoid valve 190 is closed with the first solenoid valve 160 open.
Specifically, in certain embodiments, the brake apparatus 100 further includes a hydraulic pump 230. The hydraulic pump 230 is used for establishing hydraulic pressure to brake the vehicle 1000, the hydraulic pump 230 is electrically connected with the brake master cylinder 120, and the hydraulic pump 230 can adjust the output pressure of the hydraulic pump 230 according to the stroke signal of the push rod 122 in the brake master cylinder 120, thereby controlling the braking of the vehicle 1000.
The first brake 170 includes two for two wheel brakes, respectively, and the first brake 170 may be used for front left and right wheel brakes, or rear left and right wheel brakes, not limited herein. The second conduit 180 connects the master cylinder 120 and the first brake 170, the second conduit 180 is for brake fluid communication, and the second solenoid valve 190 is provided in the second conduit 180. When the hydraulic pump 230 is operating normally, the first solenoid valve 160 is opened, the second solenoid valve 190 is closed, and the brake fluid cannot circulate in the second pipe 180. When the hydraulic pump 230 fails, the first solenoid valve 160 is closed, the second solenoid valve 190 is opened, and the brake fluid is circulated to the first brake 170 through the second pipe 180, so that the pressure built up by the master cylinder 120 can directly act on the first brake 170.
Thus, when the hydraulic pump 230 fails, the first solenoid valve 160 is closed, the second solenoid valve 190 is opened, and the pressure established by the master cylinder 120 directly acts on the first brake 170 to brake the vehicle 1000, so that the braking function of the vehicle 1000 is not lost when the hydraulic pump 230 fails due to the addition of the regulator assembly 130.
Referring to fig. 2, in some embodiments, the brake apparatus 100 further includes a second brake 200, a third pipe 210, and a third solenoid valve 220. The second brake 200 is used for braking the vehicle 1000 according to the stroke of the push rod 122, the third pipeline 210 is respectively connected with the cavity 123 and the second brake 200, and the third electromagnetic valve 220 is arranged on the third pipeline 210. The third solenoid valve 220 is opened with the first solenoid valve 160 closed, or the third solenoid valve 220 is closed with the first solenoid valve 160 open.
Specifically, the second brake 200 includes two for two wheel brakes, respectively, and the second brake 200 may be used for front left and front right wheel brakes, or rear left and rear right wheel brakes, which are not limited herein. The third pipe 210 connects the master cylinder 120 and the second brake 200, the third pipe 210 is used for brake fluid communication, and the third solenoid valve 220 is provided in the third pipe 210. When the hydraulic pump 230 is operating normally, the first solenoid valve 160 is opened, the third solenoid valve 220 is closed, and the brake fluid cannot flow through the third pipe 210. When the hydraulic pump 230 fails, the first solenoid valve 160 is closed, the third solenoid valve 220 is opened, and the brake fluid is circulated to the second brake 200 through the third pipe 210, so that the pressure built up by the master cylinder 120 can directly act on the second brake 200.
Thus, when the hydraulic pump 230 fails, the first solenoid valve 160 is closed, the third solenoid valve 220 is opened, and the pressure established by the master cylinder 120 directly acts on the second brake 200 to brake the vehicle 1000, so that the braking function of the vehicle 1000 is not lost when the hydraulic pump 230 fails due to the addition of the regulator assembly 130.
In certain embodiments, the first solenoid valve 160 is a normally open solenoid valve, and the second solenoid valve 190 and the third solenoid valve 220 are normally closed solenoid valves.
Specifically, when the brake apparatus 100 is operating normally, the first solenoid valve 160 is a normally open solenoid valve, the second solenoid valve 190 and the third solenoid valve 220 are normally closed solenoid valves, and brake fluid is introduced into the pedal simulator 140 from the master cylinder 120 through the adjustment assembly 130.
Thus, when the brake device 100 is operating normally, the pressure established by the master cylinder 120 enters the pedal simulator 140 through the adjustment assembly 130, so that the pedal simulator 140 generates a stroke, thereby realizing automatic adjustment of the stroke of the pedal simulator 140 and the push rod force relationship curve of the brake pedal 110.
The vehicle 1000 of the present embodiment includes the brake device 100 of the above embodiment.
In summary, the vehicle 1000 according to the embodiment of the present application includes the brake device 100, and the adjustment assembly 130 is controlled to automatically adjust the stroke of the pedal simulator 140 and the push rod force relationship curve of the brake pedal 110, thereby increasing the adjustment range of the brake pedal feel and achieving the purpose of setting different pedal feel for different groups.
Referring to fig. 4, the embodiment of the present application further provides a brake adjustment method for a brake device 100, where the brake device 100 is preset with a plurality of brake pedal feel modes, and the brake adjustment method includes:
s10: acquiring a current brake pedal feel mode;
s20: determining a target pedal force corresponding to a brake pedal 110 stroke expected value according to the current brake pedal feel mode;
s30: determining a target pressure corresponding to the target pedal force;
s40: generating a control signal according to the actual pressure and the target pressure of the cavity 123;
s50: the adjustment assembly 130 is controlled according to the control signal to adjust the proportional relationship of the thrust of the brake pedal 110 and the stroke of the pedal simulator 140.
Specifically, the brake pedal feel mode may include a sports pedal feel mode, a standard pedal feel mode, and a comfort pedal feel mode. In the case where the stroke expectation value of the brake pedal 110 is the same, the pedal force required to be provided by the driver in the sporty pedal feel mode is larger than the pedal force required to be provided by the driver in the standard pedal feel mode, which requires the pedal force required to be provided by the driver to be larger than the pedal force required to be provided by the driver in the comfortable pedal feel mode.
When the vehicle 1000 is in a start state, the driver may select a brake pedal feel mode, e.g., where the adjustment assembly 130 is an electro-hydraulic proportional valve, the driver selects a standard pedal feel mode, from which the vehicle 1000 determines a target pedal force F corresponding to a desired value of travel of the brake pedal 110 M Thereby determining the target pressure P M ，Wherein A is T Further, the sectional area of the pedal simulator 140 is determined according to the actual pressure P of the cavity 123 of the master cylinder 120 S And a target pressure P M Generating a corresponding energizing current control signal I 2 Thus, it is->Wherein K is a coefficient, A 1 To adjust the cross-sectional area of the first channel 132a within the assembly 130. The vehicle 1000 is based on the control signal I 2 Control the adjustment assembly 130 to adjust the thrust force F of the brake pedal 110 T Proportional relation to stroke of pedal simulator 140, F T ＝P S ×A 2 Wherein A is 2 Is the cross-sectional area of the master cylinder 120. It should be appreciated that the thrust force F of the brake pedal 110 may be achieved by adjusting the energizing current I of the adjustment assembly 130 T The stroke of the push rod 122 is determined by the liquid demand of the pedal simulator 140, and is not adjustable.
In this way, the thrust force F of the brake pedal 110 can be achieved by adjusting the energizing current I of the adjustment assembly 130 T And the automatic adjustment of the travel relation curve increases the adjustment range of the brake pedal feel, and achieves the aim of setting different pedal feel for different groups.
In the description of the present specification, reference to the terms "one embodiment," "certain embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

Claims (8)

1. A brake device is characterized by comprising a brake pedal, a brake master cylinder, an adjusting component and a pedal simulator, wherein the brake master cylinder comprises a shell and a push rod connected with the brake pedal, the push rod is movably arranged in the shell and forms a cavity with the shell,
the adjusting component is respectively communicated with the cavity and the pedal simulator;
the adjusting component is used for adjusting the proportional relation between the thrust of the brake pedal and the stroke of the pedal simulator according to the control signal;
the adjustment assembly includes:
an electromagnet;
the valve body is positioned on the electromagnet, an accommodating space is formed between the valve body and the electromagnet, the valve body comprises a first channel and a second channel which are communicated with the accommodating space, the first channel is communicated with the cavity, and the second channel is communicated with the pedal simulator;
the elastic adjusting piece is positioned in the accommodating space and respectively butts against the electromagnet and the first channel;
the elastic regulating member includes:
an electromagnetic push rod which is propped against the electromagnet;
the cone is pressed against the first channel;
and the elastic connecting piece is respectively connected with the electromagnetic push rod and the cone.
2. The brake apparatus according to claim 1, characterized in that the brake apparatus further comprises:
the first pipeline is respectively connected with the cavity and the adjusting component;
the first electromagnetic valve is arranged on the first pipeline.
3. The brake apparatus according to claim 2, characterized in that the brake apparatus further comprises:
the first brake is used for realizing vehicle braking according to the stroke of the push rod;
the second pipeline is respectively connected with the cavity and the first brake;
the second electromagnetic valve is arranged on the second pipeline;
the second solenoid valve is opened with the first solenoid valve closed, or the second solenoid valve is closed with the first solenoid valve open.
4. A brake arrangement according to claim 3, further comprising:
the second brake is used for realizing vehicle braking according to the stroke of the push rod;
the third pipeline is respectively connected with the cavity and the second brake;
the third electromagnetic valve is arranged on the third pipeline;
with the first solenoid valve closed, the third solenoid valve is opened; or, in the case where the first solenoid valve is opened, the third solenoid valve is closed.
5. The brake apparatus according to claim 4, wherein the first solenoid valve is a normally open solenoid valve, and the second solenoid valve and the third solenoid valve are normally closed solenoid valves.
6. The brake apparatus of claim 1, wherein the adjustment assembly comprises one of an electro-hydraulic servo valve or an electro-hydraulic proportional valve.
7. A vehicle comprising a brake apparatus according to any one of claims 1 to 6.
8. A brake adjusting method for a brake apparatus according to any one of claims 1 to 6, wherein the brake apparatus is provided with a plurality of brake pedal feel modes in advance, the brake adjusting method comprising:
acquiring a current brake pedal feel mode;
determining a target pedal force corresponding to the brake pedal travel expected value according to the current brake pedal feel mode;
determining a target pressure corresponding to the target pedal force;
generating a control signal according to the actual pressure of the cavity and the target pressure;
and controlling the adjusting component according to the control signal to adjust the proportional relation between the thrust of the brake pedal and the stroke of the pedal simulator.
CN202210991548.1A 2022-08-18 2022-08-18 Brake device, brake adjustment method, and vehicle Active CN115339425B (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000135976A (en) * 1998-10-30 2000-05-16 Tokico Ltd Brake stroke simulator
JP2005153713A (en) * 2003-11-26 2005-06-16 Nissan Motor Co Ltd Reaction force characteristic control device of brake device
CN111674373A (en) * 2020-06-22 2020-09-18 北京经纬恒润科技有限公司 Brake pedal feel simulator and brake pedal feel adjusting method
CN114834407A (en) * 2022-03-28 2022-08-02 东风汽车集团股份有限公司 Vehicle brake pedal simulation device and pedal feel adjusting method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000135976A (en) * 1998-10-30 2000-05-16 Tokico Ltd Brake stroke simulator
JP2005153713A (en) * 2003-11-26 2005-06-16 Nissan Motor Co Ltd Reaction force characteristic control device of brake device
CN111674373A (en) * 2020-06-22 2020-09-18 北京经纬恒润科技有限公司 Brake pedal feel simulator and brake pedal feel adjusting method
CN114834407A (en) * 2022-03-28 2022-08-02 东风汽车集团股份有限公司 Vehicle brake pedal simulation device and pedal feel adjusting method

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